The Lambertville record. [volume] (Lambertville, N.J.) 1872-1968, 1887-05-25

markets the products of our factories and
shops, which the treaty of 1854 did not.
The List covered by the treaty Is as follows
Agricultural implements, of all kinds !;
leather; boot and shoemaking machines;
buffalo robes, dressed and trimmed; cotton
grain bags; cotton denims; cotton jeans,
unbleached; cotton drillings, unbleached;
cotton plaids; cotton ticking; cOttOnades,
unbleached; cabinet ware or furniture, or
parts thereof; carriages, carts, wagons. and
other wheeled vehicles or sleighs, or parts
thereof; fire engines, or parts thereof; felt
covering for boilers; gutta percha betting
and tubing; iron-bar, hoop, pig, puddled,
rod, sheet or scrap; iron nails, spikes, bolts,
tacks, braids, or springs, iron castings; India
rubber betting and tubing; locomotives for
railways or parts thereof; lead, sheet or pig;
leather, sole or upper; leather, harness or
saddlery; min or factory or steamboat fixed
ensines, and machines or parts thereof; man
ufactures of marble, stone, slate, or granite;
manufactures of wood solely, or of wood
nailed, bound, hinged, or locked with metal
materials; mangles, washing machines,
parts thereof; printing paper fornewspapers
paper-making machines or parts thereof;
printing type, presses and folders, paper cut
tiers, ruling machines, page numbering ma
chimes, and stereotyping and electrotyping
apparatus, or parts thereof; refrigerators, or
parts thereof; railroad cars, carriages, and
trucks, or parts thereof; satinets of wool and
cotton steam engines, or parts thereof;
steel, wrought or cast, and steel plates and
rails; tin tubes and piping; tweeds, of wool
solely water wheel machines and apparatus,
or parts thereof.
It win be observed that the treaty embraced
articles of common daily use among the
people and such as affect the prosecution of
leading industries. They also relate specially
to the protection of branches of industry en-
gagged in by the citizens of both countries,
and to articles in which considerable traffic
between the two may be reasonably ex-
pected.
CANADIAN VIEW OF THE suBJEcr.
Commenting upon the wisdom of this
treaty, one of the leading statesmen of Cam
ada, the Hon. George Brown, who, as stated.
was one of the Commissioners on the part of
Great Britain, made use of the following Ian
guage, which / will adopt, as it presents the
case with clearness and candor, and, as think,
impartially, and suggests the advantages
which are to inure in case of reciprocal ar
rangement, which not only includes all that
was covered by thetreaty Of 1854 and proposed
in the negotiations of 1874, but removes
every commercial barrier that now exists
along the line which separates the two ma
tons.
Speaking of the ten propositions, Mr..
Brown said: 1.-THE first, second and seventh
of them go naturally together, and they need
no comment. They embrace simply the
conditions of the old treaty of 1854, which
operated so favorably for u.s. and so much
more favorably for the United States.
will leave it for the present and return to it
again. The fourth proposition-for the en-
largement of our existing canals-is one
eminently for the advantage of the United
States, and involves very large expenditure
on our part. 1t is impossible to estimate the
the farmers of the Western States, when
vessels of 600 and /, 200 tons shall be able to
load in the upper lake ports and sail direct
to Liverpool-free from transhipment ex-
penses, brokers' commissions, way harbor
dues, and ocean port charges, and return
direct to the prairies with hardy emigrants
and cargoes of European merchandise.
Canada, no donbt would have her
share of benefit from all this-but it
could not be compared for moment with
that of the great Northwestern and some of
the Middle States. The fifth proposition for
the construction of the Caughnawaga canal
would be also an immense boon to the
United States. 1t would open up to the
dense manufacturing population of New
England for the first time, direct water
communication of their own with the
great West; it would enable them TO load
ships of 1000 tons at their Lake Champlain
ports with merchandise for the prairie
States, and bring them back freighted with
farm produce; and when the Whitehall
canal should be enlarged to Troy, and the
Improvements of the upper Hudson COM
pleted to deep water, where in the wide
world could be found so grand a system Of
internal water nayigati0ns that, stretching
as it then would, in one continuous ship
channel from New York on the Atlantic to
the west end of Lake Superior, and possibly
ere long to the eastern base of the Rocky
Mountains2
canada, too, would have her share of profit
in all this. Her great lumber interests on
the Ottawa and its branches would find full
advantage from it, and the enterprising
farmers of the midland and Eastern coun-
ties of Ontario would have the New England
market, with its three and a half millions of
manufacturing population, open to their
sion to each other of the inland coasting
trade, and nothing could be done more sem
sible or more profitable to both parties. Our
season of navigation on the lakes is short
the pressure for vessels in particular trades at
special times is very great on both sides of
sonable rates. Cheap transportation is
a foremost question in this West
ern industrial world, and what can be
conceived more absurd than to see, as is often
seen, large quantities of produce lying I'M
shipped for want of vessels, because foreign
bottoms cannot take freight from one port to
another in the same country? What the
United States could fear from the COMPETE
ton of our limited marine with the [, 1915 ves-
sells of all kinds and an aggregate tonnage of
7S8, 900 tons, it is difficult to imagine. The
eighth proposition-for the reciprocal admis-
sion of vessels built in either country to reg
istry in the other--is generally regarded as
highly advantageous to this country, and no
doubt such is the fact. But / confess can
49,
finitely more advantageous to the United
States. During the civil war the mer-
chant vessels of the republic were sold
in large numbers to foreign owners
and acquired foreign registers, and
Notwithstanding that shipbuilding had
almost disappeared from the United States in
policy the law absolutely forbade tbeir bein@
brought back or vessels of foreign build being
purchased in their room. The consequence
is that at this moment nearly the entire pas
senger traffic ofthe Atlantic is in the hands
of foreigners--a vast portion of the freight of
merchandise from and to foreign countries is
also in the hands of foreigners---and only two
months ago we had the startling statement
made officially by Mr.. Bristow, the very able
Secretary of the United States Treasury, that
no less sum than $100000,000 is paid
annually by the people of the United States
to foreign ship-owners for freights and fares.
Now, large portion OF these ships, which
the people Of the United States require SO ur-
gently, can be as well built in
St. John and Halifax and Quebec,
and at less cost, than in any other
country. Why, then, deprivethe American cit
liens of the privilege ofbuying them from us
and sailing them as their own? We are told
that American shipbuilding is reviving; but
were it to revive with all the rapidity the most
sanguine could desire, it could not keep pace
with the wear and tear of the present reduced
marine and the annually increasing demands,
much less begin to supply the vacuum ere
ated since the war. The ninth and tenth pro-
posals are for the appointment of JOINT COM
missions for the care of the lighthouses and
the fisheries of the inland waters common to
both countries; but as to these there is no
difference of opinion, and no doubt of the
great mutual advantage that might How from
the proposed concerted action in regard to
them"
This treaty did not fail by reason of its not
finding favor with the Senate. It was not
transmitted to that body till the 18th of June,
1874, and so near adjournment that there was
not time for its consideration. The PROPOSE
tons as stated show how broad and sweeping
the contemplated arrangement was to have
been. Had that treaty been completed it
would have been the most brilliant achieve
ment of President Grants administration,
and before this the last barrier that inter
cepts the natural and healthftll flow of trade